Explosion-engine.



PAT'ENTED JAN. 13, 1903;

A. OSTENBERG. EXPLOSION ENGINE. APPLICATION FILED JULY 14, 1899.

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C(jiqesaes '11). 718,511 PATENTED JAN. 13, 1903.

J.. A. OSTENBERG.- EXPLOSION ENGINE.

APPLICATION FILED JULY 14, 1899- NO MODEL.

3 SHEETS-SHEET 2.

No. 718,511. v I PATENTED JAN. 13, 190s.

J. A. OSTEN'BERG.

- EXPLOSION ENGINE.

APPLICATION I'ILED JULY 14, 1899.

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' llNiTED STATES 'ATENT FFICE.

JOHN A. OSTENBERG, OF WESTMINSTER STATION, VERMONT, ASSIGNORTO FREDERICK M. GILBERT, OF WALPOLE, NEW HAMPSHIRE.

EXPLOSION-ENGINE.

srncrrrcarron forming part of Letters Patent No. 718,511, dated January 13, 1903.

Application filed July 14, 1899. Serial No. 72 3,775. (No model.)

.To ctZZ whom it may concern.-

Be it known that 1, JOHN A. OSTENBERG, of Westminster Station, county of Windham, and State of Vermont, have invented an Improvement in Explosion-Engines, of which the following description, in connection with the accompanying drawings,isaspecification, like letters on the drawings representing like parts.

The present invention relates to an explosion-engine, and the engine embodying the invention is mainly intended to be used with gasolene or other liquid explosives, although certain features of the invention may be equally well utilized in engines in which'gas is to be used as the explosive element.

The invention relates to governing mech anism of novel construction and arrangement whereby the exhaust-valve, which is opened at the end of each effective stroke, is maintained open when theengine is up to speed, the same operation of the governor preventing the opening of the gas-inlet valve and the operation of the pump, so that no energy is 2 5 wasted, while, moreover, since the exhaustvalve remains open air is directly admitted to the cylinder, tending to cool the same during the time that there are no explosions. To these ends the exhaust-valve is so arranged as to be positively opened at the necessary intervals and to be closed by a yielding force, as that of a spring, while the governor, which is of the centrifugal type, is arranged to cooperate With a pawl adapted to engage and 5 hold open the exhaust-valve when the speed has risen sufficiently to need checking. The said pawl normally stands in the path of an operating-lever which is arranged to open the exhaust; but as the said lever tends to move 0 back after the exhaust is open the said pawl is momentarily moved or tripped by the governing device, so as not to catch the said arm and hold the exhaust-valve open. The centrifugal action of the governor is, however,

5 such as to cause it to fail to operate upon said pawl at a certain speed, and the pawl, therefore, under such conditions catches the exhaust-operating lever and remains in engagement therewith until the speed has come down sufficiently to permit the pawl to be tripped by the governor.

The gas-inlet valve and pump instead of being acted upon directly by the governor itself may be controlled through the operation of the exhaust-valve or its lever, the inletvalve being herein shown as controlled by a lever, which is arranged to be actuated by a suitable cam. The said lever is provided with a cam-roll which is movable with relation thereto into and out of the path of the cam by which the said lever is operated, and the movement of said roll is controlled by the operation of the exhaust-val ve lever. This may be accomplished by providing the shaft which carries the cam for the inlet-valve lever with a secondary cam or engaging surface in advance of the operating-cam, the said secondary cam at each rotation moving the cam-roll out of the path of the main cam. The said cam-roll, however, is arranged to be operated upon also by the exhaust-valve lever to restore it to its normal position, this operation taking place in the closing movement of the exhaust-valve, and consequently not taking place at all when the exhaust-valve remains open, as above described.

The pump-plunger is arranged tobe positively moved in both directions, the downstroke being produced by a cam, which operates directly on the pump-plunger, and the upstroke being produced by the movement of the gas-inlet-valve lever, which opens the said valve, such movement not occurring when the engine is up to speed.

The igniting device comprises an electrical circuit-breaker having a rotary contact within the explosive-chamber, the said contactpiece being provided with a ratchet-wheel at the outside of the chamber, which is operated by a pawl connected with a reciprocating member, which cooperates with the lever which controls the gas-inlet valve. The said circuit-breaker is provided with novel means whereby it can be adjusted to compensate for wear or to determine the time of ignition, the 5 fixed terminal of the circuit-breaker consisting of a wire held in a suitable clamp and longitudinally adjustable toward and from the rotary member. The said wire extends through a channel one surface of which is inclined, I00 so that said wire is slightly bent from a straight line,and thereby placed under spring tension. The wire being of uniform diameter, it is obvious that when the same is turned with its socket, which is adjustable by being screw-threaded, the tension will be maintained throughout.

Figure 1 is a side elevation of a gasengine embodying the invention. Fig. 2 is a transverse section, on a larger scale, through the rear end of the cylinder, the valve-actuating mechanism being mainly shown in elevation with certain parts broken away. Fig. 2 is a detail in plan view of a portion of the valveactuating levers. Fig. 3 is a sectional detail of the igniting device, taken on a plane at right angles to that of Fig. 2. Fig. 4E isa top plan View, partly in section, of the cylinder and cooling-tanks, governing mechanism,&c. Fig. 5 is a detail in plan showing the parts in a different position from that shown in Fig. 4, and Figs. 6 and 7 detail views of the governing mechanism.

The engine embodying the invention is provided with the cylinder a, having a piston and pitman (not herein shown) arranged to operate the shaft A, which is provided with a fly-wheel A The said cylinder communicates with the gas-inlet chamber 1) and an exhaust-chamber o, the said chambers being controlled, respectively, by valves 6 and 0 The exhaust-chamber is shown as provided with an enlarged portion or muffle C, to lessen the sound of the exhaust, and an outlet-pipe C The cylinder at is provided with a waterjacket a", which surrounds the said cylinder and also the gas-inlet chamber 19, and the said jacket is supplied with water from one or more tanks (1, which are mounted above the cylinder and which are of such size and shape as to afford a large radiating-surface with relatively small capacity or cubic contents.

As herein shown, there are two tanks a preferably made of sheet metal, the said tanks being connected across by pipes of and or, each of which forms a T, the downward branch a of the pipe a" communicating with the upper portion of the water-jacket, While the down ward branch 00 of the pipe (1, is connected with a pipe 0., which extends into the water-jacket, near the bottom thereof. The construction at this end of the tanks is substantially the same as that at the other end, which is more fully illustrated in Figs. 2 and 4, except that the pipe (1 is extended above as well as below the cross member and has a funnel-shaped inlet a at the top for convenience in filling the tanks. Then the tanks are filled with water, therefore, a body of water stands in the pipe system and Waterjacket, completely surroundimg the cylinder, and as soon as the engine begins to operate and heat is generated the hot water around the cylinder will begin to rise through the pipe (0 and the cool water will pass downward through the pipe a so that a circulation is set up, the warm water which rises to the large radiating-surface thereof. By

this construction a few gallons of cold water will sufiice to prevent overheating and preexplosions during a days run, so that no difficulty is encountered when the engine is moved from place to place, there being no necessity for a continuous water-supply to obtain necessary cooling mediums.

As herein shown, the tanks are mainly supported upon the top of the cylinder, the downward branch 01 of'the pipe at constituting a bonnet, which is provided with a flange a, secured by the cap-screws a to the outer surface of the cylinder, the water-jacket portion of the casting which forms the cylinder being open at this point and the adjacent space closed or completed by the said bonnet when the engine is assembled. To secure the tanks to the ends of the pipes, each cross-pipe is provided with a flange at its end, as a, Figs. 2 and 4, and inside the tank is a supporting member a, shown as a flat plate provided with a central opening a, corresponding to the bore of the pipe, the wall of the tank having a hole at this point to communicate with the cross-pipe. Each of the said plates at is provided with studs a, which project outward to the opposite wall of the tank, and the whole is then secured in position by means of cap-screws a, which extend through the walls of the tank and the plate a into the flange (0 By this construction the tanks may be inexpensively constructed of sheet metal bent into shape and riveted together and at the same time may be securely fastened to and supported from the pipe system.

To operate the engine, it is essential to open and close the inlet and exhaust valves 1) and c at the proper intervals of time to supply the cylinder with an explosive mixture and to permit the products of combustion to escape after the mixture has been exploded. It is further desirable to properly govern the engine in order to prevent waste of energy when the engine is up to speed. In accordance with the present invention the inlet and exhaust valves and a suitable igniting device (1 d and a gasolene-pnmp e are all arranged to be operated by a shaftf, which is suitably geared to the main shaft A, the gearing not being herein shown, since the same may be of any suitable or usual type, the specific construction of which forms no part of the invention. The operation of all these parts is controlled or governed by a governor g, carried by the said shaftfand arranged to render all of the said parts inoperative after a predetermined speed is reached, but to permit the proper operation of the parts at any speed below such predetermined speed. As herein shown, the inlet and exhaust valves b and c are provided with longitudinallymovable guide-stemsb and 0 supported in suitable guideways in the casting which constitutes the cylinder and water-jacket and are normally seated by means of a single spring 0 which is secured to a downwardlyprojecting portion of the engine-frame, as

shown in Fig. 2. tThe said spring 0 consists ofa strip or rod of spring metal bent at its middle around a stud 0 and bearing at its ends upon projections orfianges b and c on the valve-stems above described. The said valves are arranged to be opened, respectively, by arms or levers b and 0 the said arms having adjustable studs 12 and 0 arranged to engage directly with the ends of the stems b and 0 The said arms are arranged to be acted upon at proper intervals by means of cams which are carried by the shaft f, and the parts are so arranged that the exhaust-valve lever c is directly controlled in its operation by the governor g, while the other parts are under the immediate control of said lever, and thereby responsive to the action of the governor.

The lever c is provided with a cam-roll 0 arranged to be engaged by a cam c on the shaft f, so that the exhaust is opened once at each rotation of the said shaft, the closure of the valve being provided for by the spring 0 when the roll is released by the cam. As has been stated, however, the said lever c is under the immediate control of the governor, and to this end is provided with a shoulder or engaging portion 0 arranged to travel in the path of apawlh, herein shown as consisting of an arm or projection from the rockshaft k having a bearing 71. in the engine frame, Fig. 2, and a projection 77 to cooper ate directly with the governor. The said pawl it normally stands in such a position as to catch the shoulder c in the return movement of the lever 0 so as to prevent the closure of the valve 0 but under normal conditions is tripped or moved out of the way by the governing device just as the said shoulder passes. The said governing device, however, is so arranged that after a certain predetermined speed is reached it will fail to trip the said pawl at the proper time, so that the exhaustvalve will be held open by the engagement of said pawl with the lever 0 until the engine again falls below its normal speed. For this purpose the governing device is provided with a projection 9 which normally travels in such a path as to engage the tripping projection 71 but is controlled by centrifugal force, so as to move out of such path in response to an increase of speed, and to thereby clear the projection and fail to-trip the pawl.

The governor proper comprises two weights or balls which are connected together by one or more cross-arms g which have a bearing in a socketf on the shaft f, the said bearing being transverse to the axis of the shaft and the balls being arranged one at each side thereof, so that centrifugal force tends to cause the bearing portion thereof to turn in the bearing-socket f The said balls are normally held in position by means of springs 9 each spring being secured atone end to one of the balls and at the other end to an arm or projection from the bearing-hub f. The projection 9 extends from one of the said balls toward the shaft, and the tripping projection 7L lies adjacent to the shaft, so that in the normal position of the parts as the shaft rotates the pawl his tripped at each rotation just as the arm 0 passes by the end thereof. As the governor-balls move, however, in response to the centrifugal force against the stress of their springs the projection q moves closer to the shaft f, until finally it moves far enough out of its normal path to clear the tripping projection 71., so that as the lever c is released by the cam c said lever'is caught by the pawl 72., thus maintaining the exhaustvalve open while no energy is supplied to the engine, the other operating parts also discontinuing their operation, as will now be described.

The arm 6 which controls the inlet-valve 5 is provided with a cam-roll b arranged to be operated by a cam 12 also on the shaft f, the said cam being arranged so as to engage the cam-roll 19 just after the exhaustvalve is closed. In order that the cooperation of the cam 19 and the cam-roll b may be controlled by the operation of the exhaust-b valve lever, however, the said parts are caused to cooperate or not in response to the action of the said lever, and, as herein shown, the cam-roll b is provided with a bearingstem b longitudinally movable in a bearingsocket b on the arm I), and at each rotation of the shaft fthe said cam-roll is acted upon by a cam surface or wing (J which is in advance of the cam b and carried by the same shaft, the action of said wing 19 being such as to move the cam-roll I) out of the path of the cam b and thereby prevent the said cam from cooperating with the arm Z2 To cause the operation of said arm, therefore, it is necessary that the cam-roll should be restored to its original or normal position before it is reached by the cam b and for this purpose the exhaust-valve lever is arranged to act on said cam-roll in its return movement, if such return movement takes place, and restore the same to its normal or operative position.

As herein shown, the lever c is provided with an arm or projection c the end of which is inclined, as shown in Fig. 7, the said arm moving into engagement with the stem 5 as the exhaust-valve lever returns to its normal position and moving the same longitudinally with a cam action. Thus at every rotation of the shaft f the cam roll b is pushed out of the path of the cam b but'is restored by the action of the exhaust-valve lever before the cam reaches it unless the said exhaust-valve lever is prevented from operating through the agency of the pawl 77., as has been described. When such is the case, it is obvious that the cam-roll b will remain in its abnormal position so long as the ex haust-lever is prevented from-making its return movement and will not be engaged by the cam b the result being that so long as the engine is up to speed and the governor fails to trip the pawlh the exhaust-valve will remain open and the inlet-valve closed, so that no energy is wasted. Under these conditions, moreover, fresh air is drawn into and forced out of the cylinder through the permanently open exhaust-valve, thus tending to cool the cylinder whenever the engine is running by momentum.

As best shown in Fig. 2, the inlet and exhaust valves 11 and c are oppositely arranged and their actuating-levers have a common pivotal support and are arranged adjacent to each other, so that the cams which operate them are capable of being arranged close together on a single hub carried by the shaft f, the arrangement being very compact and symmetrical. The arrangement of the valves, moreover, renders it practicable to employ the single spring 0 which is effectual in its operation and inexpensive in its construction and arrangement.

As herein shown, the lever b is shown as provided with a split hub B, having a bearing on the stud or projection B and the lever 0 is provided with a forked bearing, (see Fig. 2,) which straddles the hub B and also bears upon said projection B the result being that the hub portion of each lever forms a lateral support for the hub portion of the other, thus tending to keep each of the levers in the proper lateral position. The operation of the pump and igniting device also depends upon the action of the governor, the complete operation of the said parts depending immediately upon the action of the gasinlet valve, which has just been described. The pump e is provided with a plunger 6*, the inward or active stroke of which is produced through the agency of a cam e", also carried by the shaftf and acting upon a camroll 6 secured to the plunger 6 Thus if the said plunger is up while the shaftfis rotating it will be forced downward by the said cam and will deliver the proper amount of gasolene or liquid explosive to the inlet-' chamber 1) through a suitable pipe or duct 6, Fig. 1. This active stroke of the plunger takes place after the inlet-valve is closed or seated, so that a certain amount of fluid is forced into the chamber b, the said fluid quickly vaporizing owing to the heat imparted to said chamber through the agency of the fluid,which has absorbed the heat from the explosion-chamber.

To lift the plunger prior to the next stroke, the cam-roll e is shown as arranged to be acted upon by a projection 19 from the leverarm b, so that if the said arm is acted upon by the cam b it will lift the pump-plunger at the same time that it opens the inlet-valve b. If, on the contrary, the governor has acted to prevent the operation of the exhaustvalve, the pump-plunger will remain down and no more oil will be pumped into the inlet-chamber until the parts are restored to their normal operative condition through the agency of the governor, at which time the charge in the inlet-chamber will be let into the cylinder and the pump-plunger lifted ready to pump up another charge when next acted upon by the cam 6 The oil is supplied through a pipe 6 and the amount supplied is controlled by a by-pass valve 6 As herein shown, the invention is arranged to be applied to a four-cycle engine-that is to say, one in which during the normal operation an explosion occurs at every other stroke, the intermediate strokes serving to pump in and compress the charge. The operation is as follows: The shaft f is geared so as to make one revolution only for each two revolutions of the shaft A, the parts being so timed that during the back stroke of the piston after a charge has been ignited the exhaust-valve is held open to permit the products of combustion to be cleared out. As the piston moves outward the said exhaustvalve closes and the inlet-valve b is opened, so that the fresh charge is drawn in behind the piston, the valve 12 closing before the piston begins its next instroke, during which both valves remain closed,so that the charge is compressed in the explosion-chamber. While the parts are in this condition, the pumpplunger (2 is acted upon by the cam e so as to pump a fresh charge into the chamber 1), this occurring at the time when the piston is at or near its extreme inward position. At this time it is necessary to operate the igniting device to explode the charge which has already been admitted to the cylinder and is compressed behind the piston, and, as herein shown, the said igniting device is arranged to be actuated simultaneously with the effective stroke of the pump plunger. The said igniting device consists of a fixed electric terminal (Z and a traveling electric terminal d, which is herein shown as a star-wheel, the projections of which travel past the fixed terminal (1 making and breaking the circuit at each movement of the star-wheel, so as to produce a spark. The said star-wheel is shown as mounted on a shaft or stem d having a suitable bearing in a metallic block (1 which is set in an opening in the cylinder casting, so that the star-wheel is inside of the explosion-chamber. The said stem d is provided with a'ratchet-wheel d, arranged to be acted upon by a pawl d,shown as secured to a vertically-movable rod 61 which in turn is secured to the pump-plunger 6 so that in the upward movement of said plunger the pawl passes from one tooth to the next and in the downward movement of the plunger causes a partial rotation of the ratchet and the star-wheel connected therewith, thus producing the spark. As herein shown,the fixed terminal is insulated from the engine-frame, while the traveling terminal is in electrical contact therewith, the stem 01 having a head (Z fitting a socket in the block (1 and adapted to be held in close contact therewith by means of a spring d ,interposed between a nut 02 and the ratchet-wheel 01 The said ratchet-wheel is splined on the stem (1 so as to allow the spring to act.

As has already been described, the plunger 6 after making its effective stroke remains where it is unless its return stroke is produced by the movement of the lever b and since the operation of the sparking device depends upon the complete operation of the pump it is obvious that no spark will be produced when the engine is up to speed. In this connection it may be stated that there is always a charge of explosive in the chamber b, since the effective stroke of the pump takes place after the valve 12 is closed. While the engine is up to speed,therefore, the chamber 19 remains charged, ready to admit the ex- PlOsive as soon as the valve 5 is permitted to open by the action of the governor. As shown, the chamber 5 is so situated as to be surrounded by water which has absorbed heat from the cylinder, and the heat of this water aids materially in vaporizing the oil admitted to said chamber during the time which elapses between the admission of the oil to the chamber and the admission of the charge to the cylinder.

In using explosion-engines it is frequently desirable or necessary to change the time at which the spark is produced in its relation to the timing of the other operative parts of the machine. Where an electric igniter is used, moreover, the terminals are likely to become inefficient by wearing away or being burned away. It is desirable, therefore, to have the sparking device easily adjustable to obtain the proper relation between the terminals under all conditions, and such adjustment is accomplished in accordance with the present invention by producing a longitudinal movement of the fixed terminal (1 with relation to the star-wheel d, so that it will project a greater or less distance into the path of said star-wheel, it being obvious that the farther it projects the longer it will remain in engagement with the prongs of the star-wheel and the later will be the spark produced. To

readily afford such longitudinal adjustment,

the terminal 01 comprises a rod or wire extending through a guide d one wall of said guide being curved or slanted in the direction of rotation of the star-wheel, so that the rod is slightly bent and placed under sufficient spring tension to cause it to snap back into position as it leaves the star-wheel. The said rod is secured in a clamp 01 which has a threaded projection (Z in a bracket (1 so that by turning the said clamp, which is provided with a knurled finger-piece, the rod is moved up and down in the socket or guideway d it being obvious that the turning of the rod will not afiect the spring tension, since in any position it will bear the same relation to the slanting wall of the socket, while the lateral walls of the socket are paralleland separated by a distance substantially equal to the thickness of the rod, thereby keeping the rod properly positioned with relation to the star-Wheel when the rod is turned for adjustment. The guide therefore, as shown in Figs. 2 and 3, practically constitutes a narrow slot, having what may be termed its rear wall inclined so as to bend the rod and keep it under spring tension and its side walls straight to keep the rod in position to engage the star-wheel. As herein shown, the said rod is secured in the clamp (1 which consists of a split socket, by means of an additional clamping-piece 61 which can be loosened and the rod bodily moved through the clamp or socket to obtain an approximate adjustment, the final adjustment, however, being effected by the turning of the clamp (1 so that such adjustment can be made with delicacy and precision. The clamping-piece 1 is threaded on the outside of the clamp 01,

so as to draw the members thereof together to grip the rod. The member at of the igniter, as has been stated, is in electrical contact with the engine-frame, and one terminal of the circuit can be connected with said frame at any convenient place. As herein shown, said terminal is clamped to a block d which constitutes a support for the guide 01 by means of a screw d the block 01 and guide d having a layer of insulating material 01 interposed between them. The block 61 is fitted tightly into a socket in the frame, and the current therefore passes to the star-wheel d, the rod 01 however, being insulated therefrom. The other terminal is shown as connected with the bracket d by means of a clamping-screw 01 The guide cl is shown as tapered and fitted to a tapered socket in the block (1 the said guide passing through an opening in the bracket (1 and being provided with a nut (1 by which the parts are all clamped together. The said block 01 may be provided with a flange and secured in position by capscrews, as shown in Fig. 4E.

The operation of the engine is as follows: As the shaft f rotates the exhaust is opened by its cam on said shaft, this occurring as the piston moves inward. The said exhaust then closes, and the inlet-valve is opened, allowing the charge to enter the cylinder as the piston moves outward. At the same time the pumpplunger is raised and the pawl which operates the igniter is moved into engagement with a tooth of the P2Ll3Ch6t-Wh661d The inlet-valve is then closed in response to its spring, the cam 6 having passed the roll 6 and the charge is compressed by the incoming piston. Thecam c then operates through the camroll e to depress the plunger e thus pumping a new charge into the inlet-chamber and causing the igniter to operate and explode the charge previously admitted to the cylinder. The operations are repeated in this order until the engine is up to speed, when the governor fails to trip the pawl h and the exhaust is held open, while the inlet-valve-opcrating cam remains pushed aside, so that the inlet-valve lever is not operated, the result being that the inlet-valve stays closed, the pump-plunger remains down, and the igniting device is not operated. As soon as the speed is reduced enough to cause the pawl h to be tripped the normal operation is resn med, the exhaust closing, the inlet-valve opening, the charge previously pumped into the inletchamber being admitted to the cylinder, compressed, and exploded, while a new charge is pumped into the inlet-chamber.

It is not intended to limit the invention to the specific construction and arrangement herein shown and described, since modifications may obviously be made without departing from the invention.

I claim 1. The combination with the cylinder; of an inlet-valve and an exhaust-valve; levers for actuating said valves respectively; a cam for actuating the inlet-valve lever; a movable cam-roll connected with said lever; means for moving said cam-roll out of the path of the cam; and a projection from the exhaust-valve lever for moving said cam-roll into the path of the cam, substantially as described.

2. The combination with the cylinder; of

an inlet-valve and an exhaust-valve; levers for actuating said valves respectively; a cam for actuating the inlet-valve lever; a movable cam-roll connected with said lever; means for moving said cam-roll out of the path of the cam; a projection from the exhaustvalve lever for moving said cam-roll into the path of the cam; and a governor to control the operation of the exhaust-valve lever, substantially as described.

' 3. The combination with the cylinder of an explosion-engine; of an inlet-valve which controls the supply of the explosive to the cylinder; a pump for said explosive; an exhaustwalve; an actuator for said exhaustvalve; a governor to control said actuator; a common operating device for the said inletvalve and said pump; a movable cam-roll connected with said operating device; a cam cooperating with said cam-roll; and means connected with the exhaust-valve actuator for moving said cam-roll, substantially as described.

4. In an explosion-engine, the combination with a pump for supplying a liquid explosive, an inlet-valve to control the admission of said explosive to the cylinder, and an igniting device in said cylinder; of common means for operating said inlet-valve pump, and igniting device, an exhaust-valve; an actuator for said exhaust-valve, a governor to control the operation of said exhaust-valve, and means connected with the exhaust-valve actuator for controlling the said means for operating the inlet-valve pump and igniting device, substantially as described.

5. In an explosion-engine, the combination with an inlet-valve; of a lever adapted to operate said inlet-valve; a cam-roll secured to said lever but movable with relation thereto; a cam adapted to cooperate with said can1- roll; means operating at each revolution of said cam for moving said cam-roll out ofthe path of said cam to prevent the cooperation of said parts; a device normally operating at each revolution of said cam for restoring said cam-roll to its normal position before it is reached by the cam, and a governor for controlling said device, substantially as described.

6. In an explosion-engine, the combination with acylinder; of inlet and exhaust valves arranged in opposite sides thereof and adapted to open inward; a single spring adapted to maintain both of the said valves closed; actuating-levers for said valves respectively, the said actuating-levers having a common axis; cams for operating said levers, and meansconnected with the exhaust-valve lever for controlling the operation of the inletvalve lever substantially as described.

7. The combination with the valves 19 and c of the levers b and 0 a bearing-support for said levers; a split hub formed on one of said levers bearing upon said bearing-support; and a forked bearing for the other 1ever also bearing upon said support, substantially as described.

8. The combination with the oppositely-disposed valves Z) and c of the spring 0 secured upon the stud 0 and adapted to maintain both of said valves seated; actuating-levers for opening said valves respectively, said levers being independent of each other but having a common axis; a shaft; and cams mounted on said shaft for operating said levers, substantially as described.

9. In an explosion-engine, the combination with the cylinder and piston; of a gas-inlet chamber communicating through a suitable inlet-valve with said inlet-chamber; a pump for supplying an explosive to said inlet-chamher; a cam for causing the effective stroke of said pump, in response to the revolution of the main shaft; a device for opening said inlet-valve, and means connected with said device for causing the return stroke of said pump, substantially as described.

10. In an explosion-engine, the combination with a cylinder and .piston; of a gas-inlet chamber communicating through a suitable inlet-valve with said inlet-chamber; a pump for supplying an explosive to saidinle't-chamher; a cam for causing the effective stroke of said pump, in response to the revolution of the main shaft; a device for opening said inlet-valve, said device also being provided with means for causing the return stroke of said pump; and a governor cooperating with the device for opening said inlet-valve, substantially as described.

11. In an explosion-engine, the combination with a self-closing exhaust-valve; of means for opening said valve; a pawl or detent adapted to prevent the closure of said valve; a gov-v ernin g device comprising a weight or weights mounted in a bearing transverse to a shaft adapted to be rotated in the operation of the engine; a tripping projection carried by said weight to cooperate with said pawl or detent to trip the same and permit the exhaust-valve to close, said tripping projection being adapted to move in response to centrifugal force to a position in which it will not trip the said pawl; an igniting device and inlet-valve and means cooperating with the exhaust-valve for operating said igniting device and inlet-valve, substantially as described.

12. The combination with a self-closing exhaust-valve, of an actuating-lever therefor, a cam cooperating with said lever to open the said valve, a governing device provided with means for engaging said lever and holding the valve open when the engine has reached a predetermined speed, an inlet-Valve controlling the admission of the charge to the cylinder, an actuating-lever for said inlet-valve, a

cam to cooperate with said lever, a movable member connected with said lever to be engaged directly by said cam, a device in advance of said cam for moving said member out of the path of said cam and an arm connected with the exhaust-valve lever to restore said member to its normal position in the return movement of said exhaust-valve lever, substantially as described.

13. In a gas-engine, the combination with the inlet-valve 12 of the actuating-lever b the cam 19 and laterally-movable cam-roll to cooperate therewith, the wing b in advance of said cam; the exhaust-valve; means for governing the operation of said exhaust-valve; and a device cooperating with the exhaustvalve for restoring the said cam-roll in response to the closure of said exhaust-valve, substantially as described.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

JOHN A. OSTENBERG.

Witnesses:

W. A. KAUFMAN, RoBT. NEUBERG. 

